Underframe.



A. E. OSTRANDER.

UNDERFRAME.

APPLICATION FILED Nov, I5. I9I3.

Patented Oat. 3, 1916.

2 SHEETS-SHEET I WITNESSES:

A TTORNE Y A. E. OSTRANDER.

UNDERFRAME.

APPLICATION FILED Nov. I5. IsIa.

Patelltd OG. 3, 1916.

2 sIIzETs-SIIEET 2 L 4g a a Q INVENTOR.

6MM WWW A TTORNE Y buffing and draft UNITED sTATEs PATENT OFFICE.

ALLEN EDWARD OSTRANDER, OF RIDGEWOOD, NEW JERSEY, ASSIGNOR TO AMERICAN CAR AND FOUNDRY COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

UNDERFRAME.

Specification of Letters Patent.

Patented Oct. 3, 1916.

To all whomy it may concern Be it known that I, ALLEN E. OsTiiANDnR, residing at Ridgewood, New Jersey, and being a citizen ofthe United States, have invented certain new and useful Improvements in Underframes, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and to use the same, reference being had to the accompanying drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof will occur to persons skilled in the art.

In said drawings: Figure 1 is a composite View, the upper part being a horizontal longitudinal section, and the lower part a half plan view. Fig. 2 is a vertical longitudinal central section of Fig. 1. Fig. 3 is a partial end elevation. Fig. 4 is a transverse vertical section taken along the line 4-4 of Fig. 2, and looking in the direction of the arrows; and Fig. 5 is a half transverse vertical section, taken along the line 5--5 of Fi'gfQ, the arrows denoting the direction'of vision.

`The present invention relates to underframe construction, and particularly to that part which is designed to deal with the stresses.

OneI object of the improved underframe construction is to effect increased resistance to the bufling stresses incident 'to the cou pling and operation of cai-s in which it is incorporated.

Another object is a correspondingly increased resistive stren th afforded the draft fear front stops, which are reinforced by the abutment of said front stops against the striking casting, this arrangement causing the former to be capable of better sustaining abnormal pulling stresses.

In accordance with the intent to devise a structure that will be suited to withstand hard service, the .overlapping ends of the draft sills and center sills are arranged to provide extensive riveting areas in the webs and flanges of these members, resulting in an attachment to each other which is of great strength. The draft sills and center sills lap within the zone-of the draft gear back stops, and their connection,

in additiony to. possessing abundant riveting areas is reinforced by said back stops, which renders the splice very strong.

A feature of importance is that, in the construction herein disclosed, the longest type of draft gear may be installed within comparatively short draft sills.

In the drawings, but one end of the underframe construction has been illustrated, the opposite end being like that disclosed, and only the central portion of the end sill has been shown. The latter may be connected at its opposite ends to any suitable side sills.

In the drawings, 1 indicates draft sills, pressed to form a Z-shaped section, and their heights decrease from where the center sills 2 terminate to the end sills. The top flanges 4 of said draft sills 1 extend inwardly, and, at the inner ends of the draft sills, overlap the inwardly extending top flanges 5 of the center sills 2, which have been illustrated as commercial channels. That portion of each draft sill top flange 4, which laps the top flange 5 of its associated center sill 2, occupies a horizontal plane, slightly above said center sill flange 5,1eaving a space between the two flanges. This is occasioned because of the small radius necessarily incident to the bending of top flange 4 of the draft sill into its horizontal position, and a small filler plate 6 is inserted between flanges 4 and 5 to fill the gap. Rivets pass through the inner ends of top flanges 4 of the draft sills, fillers 6, and the top flanges 5 of the center sills, fastening them securely together. At the same end of the draft sills l, their bottom outstanding flanges 7, which lie in a horizontal plane, are bent upwardly into another horizontal plane whereby they rest upon the upper surface of a bottom cover plate 8 of a bolster 9, to which they are riveted. Bolster 9 may comprise webs 10, angle bottoni chords 11, a bottom cover plate 8, center sill connection angles and angle pressings, 12 and 13, respectively a bolsterlcenter filler 14, and other elements not necessary to be shown to disclose this invention. When such a body bolster is employed, the center sills 2 pass through it and project beyond it to a point substantially where the top flanges 4 of the draft sills 1 begin their declination. In passing through the body bolster, the webs of the center sills lie between the side walls 21 of a bolster center filler 14'omthe inside, and the inner faces of the bolsten and center sill connection angles and angl'e'pressings, 12 and 13, respectively, and the inner vertical edges of the bolster webs 10 on the outside. The overlapping webs of the draft sills 1 and center sills 2 present an extensive riveting area for securing said draft and center sills together. Draft gear back stops 15 are positioned parallel to said lapped webs of draft sills 1 and center sills 2, within the zone thereof, and against the lower end portions of the latter. ivets 16 connect the lapping webs of the draft sills and center sills and the vertical webs or plates 17 of `the back stops 15. Above the said back stops are disposed other rivets 18 for securing together the webs of the draft and center sills.

At its rear, each back stop 15 is provided with a narrow vertical flange 19, which contacts with a wider vertical flange 20, integral with the side walls 21 of bolster center filler 14. Said bolster center filler also has transverse strengthening ribs 22,23 and 24, bracing the side walls 21 thereof, the middle one, 23, being interrupted at its central point by an integral socket for the king bolt.

That' part of each of the bolster center .filler side walls 21 located-between the flange way between ribs 2O and strengthening rib 22 overlaps part of the lapped ends of the webs of the draft and center sills, 1 and 2, respectively, and is secured together with them by rivets 26. Mid- 22 and 23 are vertical lines of rivets 27, those of each line passing through one of the bolster center filler side walls 21, the web of one of the center sills 2, and the contiguous flange of the adjacent vertically disposed bolster and center sill connection angle pressing 13, rivetin these parts securely together. between ribs 23 and 24 are similar rows of rivets 28, which bind together side walls 21 of the bolster center filler, the webs of the center sills and the vertically positioned bolster and center sill connection angles 12.'

Draft gear back stops 15 at their outer ends, each have an integral vertical transwrse flange 29, the major portion of which '.Xtends inwardly and is braced by integral horizontal ribs 30. Each of said flanges 29, however, extends outwardlv a short distance beyond the back plate of said back stop, overlapping the end of the center sill web with which it is allied, and abuts the web of the draft sill. In consequence of this, the :liter faces of said flanges 29 present no .sharp corners to the rear follower of the lgraft gear which contacts with them in ai well known manner. A further advantage is, that in case the rivet holes in the center sills become enlarged through wear, for instance, the back stops engage the ends of the center sills during bufling stresses and so Centrally situated `ing castmg 40.

transmit such stresses through the center sills to the bolster.

Where a buf'ling stress is sustained, it is transmittedv not only through rivets 16 to the webs of the center sills 2 and draft sills 1 in the form of a shearing stress, but also as a compressive stress through the vertical back plates of the back stops 15, the narrow rear transverse vertical flanges 19 thereof, to vertical flanges 2O at the outer ends of side walls 21 of the bolster center filler 14 and to the bolster 9. Thus, all stresses due to bufling shocks are split up and dissipated through the center and draft sills, the bolster center filler and the bolster itself.

Draft sills 1 have their bottom outstanding flanges 7 connected by bottom tie plates 31 and 32, removably clamped to said flanges by bolts 33. The inwardly projecting top flanges 4 are maintained in proper arallel position with each other by a top tie plate 34, longitudinally spaced midway between tie plates 31 and 32, and may be riveted to said flanges 4. Said tie plates 31, 32 and 34 serve to strengthen and prevent the buckling of the draft sills, and tie plates 31 and 32 are bent into lower planes in their middle portions, being depressed to maintain the standard height of the draft gear adapted to rest thereon. Their outer ends are upturned to form positioning flanges or lips, whichV assist thebolts 33 in resisting displacement of the tie plates.

Toward the outer ends of the draft sills 1 is located, upon the inner face of each, a draft gear forward stop 35. The latter is a casting and contains an elongated slot 36, outlined by inner and outer flanges of the same contour as the slot itself. Said slot is for accommodating a coupler key, and its outer flan e projects through another similar slot 1n the web of the draft sill 1. The inner flang 36 becomes wider as 1t progresses toward the rear of said forward stop casting where it merges with a transverse vertical flange 37 of said casting, which flange constitutes the engagement wall of the forward stop for the forward follower of the draft gear. Forward stop castings 35 are each provided with narrow flanges 38 at their outer ends, which have vertical portions that abut the inner edges of `vertical walls 39 of a strik- Said striking casting 40 is substantially inverted U-shaped in its transverse form, and its Vertical side walls 39 are of angular cross section, while its top closing leg 41 partakes of a horizontally disposed J-shaped cross section, the latter being best shown in Fig. 2. The opening at the bottom of strikin casting 40 is closed by a carry iron 42 og inverted U-shaped cross section, and said carry iron has end flanges 43 that are adapted to occupy grooves 44 in the interior of the side walls e outlining said slot 39 of said striking casting 40. Said carry iron 42 is retained in place by a bolt 45, passing through the lower extremities of side walls 39 of striking casting 40 and depending ears or lugs 46, which are integral parts of the carry iron 42.

At the outer ends of the draft sills 1, the top flanges 4 thereof lie in depressions in the upper surface of the horizontally disosed J- haped top leg of the striking casting 40, and the webs of said draft sills lie against the outer surfaces of the vertical walls 39 thereof, while the bottom outstanding flanges 7 of the draft sills rest upon horizontal flanges 47, which project outwardly from the vertical walls 39 of said striking casting.

Resting on the upper surface of the horizontal J-shaped top leg 41 of the striking casting 40 and upon the upper surfaces of the outer ends of the top flanges 4 of the draft sills 1, is a connection angle 48 which ties the top flanges 4 of the draft sills and also the striking casting 40 to a vertical plate 49 of the end sill 3. Rivets pass through the horizontal leg of connection angle 48, top flanges 4 of the draft sills 1 and the upper long flange of the striking casting top horizontal leg 41, securing them together. Other rivets pass through the bottom flanges 7 of said draft sills and the outwardly projecting horizontal flanges 47 of the striking casting 40.

On the inner face of the end sill vertical plate 49, paralleling the upper horizontal edge thereof, is a reinforcing Z-bar 50 riveted to said vertical plate and the lower edge of said plate 49 is backed by stiffening angles 51, which abut the webs of the draft sills 1, and extend transversely toward the side sills (not shown).

Horizontal gussets 52 are fitted into the rear outer right angles formed by the intersection of the draft sills 1 and the end sill 3. Said gussets rest upon the horizontal legs of stiffening angles 51 and are riveted thereto. They possess upturned flanges which are riveted to the outer faces of the w'ebs of the draft sills 1. The result is a strong and rigid bracing connection between the draft sills 1 and the end sill 3.

For hopper gondola and other cars, end stakes 53 may be riveted yto the Z-bar 50 of the end sill and extend upwardly to any desired height. To make the connection stronger they may also extend below said Z-bar 50 and be riveted to a pressed or other connection angle 54. The end stake shown in the drawings is of channel-shaped cross section and is a pressing, and is flattened out at the bottom to give an enlarged riveting area for attachment to the connection angle pressing 54. The latter is transversely disposed and spans the draft sills 1, to the top flanges 4 of which it is riveted.

When a pulling stress is exerted against flange 37 of the forward stops 35 by the forward follower of the draft gear, it is partly taken up by the rivets attaching said stops to the draft sills, and partly by the striking casting in the form of a compressive stress transmitted through the vertical back plates of said forward stop castings 35 and the narrow flanges 38 thereof, and the vertical walls 39 of the striking casting 40. Through connection angle 48, the end sill 3 assists the striking casting 40, which is also riveted to the outer ends of the webs of the draft sills 1 and further assisted thereby, to oppose the stresses communicated to it by the forward stops 35. Hence, the pulling stresses are not opposed alone by the rivets attaching the forward stops 35 to the draft sills, for, as set forth, the resistive strength of these rivets is greatly augmented by the abutment of said stops against the striking casting 40, and the tying together of the correlated parts in such manner that the stresses are imparted to and resisted by them as well as by the rivets of said forward stops.

From the foregoing, it is also clear that the center sills extend through and beyond the body bolster and are lapped by the rear ends of the draft sills, center filler cooperates with the draft gear back stops and forms therewith combined draft gear back stops and splice plates for the lapping portions of the draft and center sills. Additionally, the lapping portions of the draft and center sills act as a splice for the alined back stop webs and bolster center filler walls. I

What I claim is:

1. In a car underframe, the combination of draft sills, an end sill, a striking casting connected to the upright face of the end sill and to the draft sills, a body bolster, draft gear forward stops abutting said striking casting and draft gear back stops abutting said bolster.

2. In a car underframe, the combination of flanged draft sills, means for tying said draft sills together, an end sill, a striking casting attached thereto and to said draft sills, a body bolster, draft gear forward stops secured to said draft sills and contacting with said striking casting, braces connecting said end and draft sills and said forward stops and draft gear back stops secured to said draft sills and contacting with said body bolster.

3. In a car underframe, the combination of flanged draft sills, flanged center sills lapping said draftl sills, an end sill, a striking casting secured to said end sill and said draft sills, draft gear forward stops abutting said striking casting, a body bolster c and draft gear back stops forming a splice reinforcement throughout the longitudinal extent of the and that the bolster for said draft and center sills zone of their lapping portions, said reinforcement extending to the bolster.

4. In a car underframe, the combination of draft sills, a striking casting and draft gear forward stops abutting said striking casting, a body bolster, center sills projecting through and beyond said body bolster and lapping said draft sills, and draft gear back stops, the latter and portions of said bolster being secured to the overlapping ends of said draft sills and center sills.

5. In a car underframe, the combination of flanged draft sills, forward draft gear stops, a body bolster comprising a center filler. flanged center sills extending through and beyond said body bolster and lapping said draft sills, filler plates between flanges of said draft and center sills, and draft gear back stops in contact with the center sills and secured to the lappedends of said draft sills and center sills, and abutting bolster center filler.

6. In a car underframe, the combination of a body bolster having a bolster center filler anda bottom cover plate, Z-shaped draft sills of varying vertical dimensions, whose bottom flanges lie in a. substantially horizontal plane the inner ends being bent into a higher horizontal plane to rest upon and be secured to said bolster bottom cover, channel-shaped center sills lapping said draft sills and each secured to said body bolster and draft gear back stops secured to the overlapping portions of said draft and center sills and abutting said bolster center filler.

' 7. In a car underframe, the combination of a body bolster, Z-shaped draft sills having top flanges whose ends are bent into different horizontal planes, and comprising bottom flanges having inner ends bent upwardly to rest on a part of said body bolster, means securing said top and bottom flanges, a striking casting recessed on its upper surface and flanged for the reception and attachment of said top and bottom flanges, respectively, of said draft sills, and draft gear forward stops attached to said draft sills and abutting said striking casting.

In a car underframe, the combination of draft sills having top flanges, a striking casting secured to the outer ends of said draft sills and recessed to receive said top flanges, draft gear forward stops secured to said draft sills and abutting said striking casting, an end sill and a connection angle attaching said end sill to said striking casting and overlapping the draft sill top flange portions in said recessed striking casting portions.

9. In a car underframe, the combination of an end sill, a substantially U-shaped striking casting, having depressions on its upper surface and outstanding horizontal flanges, Z-shaped draft sills projecting .and splice plate riveted through said end sill, and having top flanges and bottom flanges secured, respectively, in said depressions and upon said horizontal flanges of said striking casting, and draft gear forward stops attached to said draft sills and abutting said striking casting.

10. 1n a car underframe, the combination of an end sill, Z-shaped draft sills containing elongated slots, draft gear forward stops secured to said draft sills and containing similar elongated slots outlined by inner and outer flanges` the outer flanges extending through said slots in said draft sills, and a striking casting in alinement with said draft gear forward stops, said striking casting being secured to the ends of said draft sills.

11. In a car underframe the combination of an end sill. Z-shaped draft sills having top and bottom flanges, a striking casting secured to the outer ends of said draft sills and having continuous sill seat surfaces each following the cross sectional contour of one of said draft sills and being in alinement with said draft sills, and draft gear forward stops attached and abutting said striking casting.

12. In a car underframe, a bolster filler, a center sill secured thereto, a draft sill lapping the center sill and riveted thereto and to said bolster filler, and a combined draft gear back-stop and splice plate connected to the draft sills and center sills and being positioned in alinement with said bolster filler.

13. In a car underframe, a bolster filler, a center sill secured thereto, a draft sill lap ping the center sill and riveted thereto and to said bolster filler, and a combined draft gear back-stop and splice plate connected t0 the draft sills and center sills and being positioned in alinement with said bolster filler and said center sill.

14. In combination, lapping center and draft sills, a combined bolster filler casting and splice lates riveted to both of said sills, and a combined back-stop and splice plate connected with and connecting said sills forwardly of said bolster filler casting.

15. In combination, lapping center and draft sills, a combined bolster filler casting to both of said sills, and a combined back-stop and splice plate connected with and connecting said sills, said back-stop beingsecured in alinement with said bolster Eller casting.

16. In a car underframe in combination, center and draft sills having contacting lapping portions, alined draft gear back stops and bolster walls lapping the lapping portions of said center and draft sills, and means securing the draft sills, center sills, back stops and bolster Walls together, whereby the splice between the center and draft sills is reinforced by said back stops and bolf of the underframe, center sills and said lapping portions of said ster walls a splice for said draft and center sills act as back stop and bolster walls.

17. In a car underframe the combination of a bolster provided with lon 'tudinally extending walls, draft gear bac stops in alinement with said walls, lapping draft and center sills lapping said walls and back stops, and means uniting the lapping portions of said sills, bolster walls and back stops so that the last two mentioned elements coact as reinforcing splice plates for said sills.

18. Ina car underframe, the combination of draft sills, draft gear back stops each having an attachment and sill-stifenin web spaced therefrom and a transverse ange abutting one of said draft sills, said draft sills and their associated back stops forming sockets, center sills having end portions extending into said sockets between the draft sills and sto s and having ends in juxtaposition to said back stop transverse flanges, and means clamping saldi draft and center sills and back stops together in mutually reinforcing relation.

19. In a car underframe, the combination of a bolster provided with a bolster center filler having walls extending longitudinally assing through said bolster and therebeyon K, draft sills having portions lapping portions of said center s1lls and bolster center filler walls, draft gear back stops provided with webs of material area alined with said bolster center filler walls, and means clampi said draft and center sills in contact an said back stops and the lap ed portions of said bolster center filler wals to said center sills so as to reinforce said lapping portions of said draft and center sills.

20. In a car underframe, center sills, a bolster `filler casting secured thereto inter-v mediate the ends of said sills, draft sills lapping said center sills and casting, rivets each extending through both sills and said casting, and combined draft gear back stops and spliceA plates secured to the inner faces of said center sills and being secured in position by rivets which pass through said stops, a draft sill and a center sill.

21. In a car underframe, the combination of draft and center sills having lapping web ortions lying against each other, draft gear back stops having webs of relatively large riveting area lying against said center sill webs a bolster provided with a bolster center ller having walls lying against said center sill Webs, said Walls extendin into the zone of the lapping portions o said draft and center sills, and means clamping said draft sill, center sill and back stop web portions and said bolster center filler walls into mutually reinforcing relation.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

ALLEN EDWARD OSTRANDER. Witnesses:

FRANK B. Wnwmnn, S. W. TUTTLE. 

